The Newsletter of JMS Naval Architects 2020 Volume 23

Letter from the President

Dear Readers,

JMS has been busy this

past year with a wide

variety of projects for

v e s s e l o w n e r s a n d

operators representing all

corners of the maritime industry. We’ve seen the

delivery of several of our designs such as the R/V

VIRGINIA for the Virginia Institute of Marine

Science and a modular floating dry dock in

Canada. Several more of our designs are on the

drawing board including tank barges for fueling

of luxurious mega-yachts, a floating dry dock to

service USCG Offshore Patrol Cutters, stevedor-

ing crane barges, and a series of barges used to

carry high voltage power cable in support of

submarine power transmission projects.

At the same time, our engineers have been on the

deck plates and underway on vessels all over the

world from the southern tip of Chile to Alaska

providing on-site naval architecture, marine

engineering, and marine surveying services to

assist ship owners in the management of their

fleet. Our customers’ vessels include historic

sailing ships, research vessels employing the

latest cutting edge technology, high speed

passenger vessels, pilot boats, and tugs.

Although we are proud of our past accomplish-

ments, we realize that our continued success

depends on evolving with the changing needs of

our customers and the maritime community.

Our goal is to provide pragmatic solutions that

bring real value to our customers every day and

we continue to bring aboard new engineers who

embrace this philosophy. This year’s newsletter

describes many of our naval architecture, marine

engineering, and marine surveying projects. I

hope you enjoy reading about them and I

welcome you to send me your comments at

blake@jmsnet.com or, better yet, visit us at our

waterfront office located on the scenic Mystic

River.

Best regards,

T. Blake Powell

Naval Architecture · Salvage Engineering · Marine Engineering · Marine Surveying

Virginia Institute of Marine Science Takes Delivery of Research Vessel Designed by JMS Naval Architects

The 93-foot research vessel, R/V VIRGINIA was officially commissioned at a dedication ceremony in Yorktown, VA in April 2019. JMS Naval Architects was selected by the Virginia Institute of Marine Science (VIMS) to perform the concept through contract-level design and

provide technical support during construction and sea trials of their new flagship vessel. The new vessel was built by Meridien Maritime Reparation in Matane, Quebec.

VIMS is one of the largest marine research and education centers in the United States. Founded in 1940, VIMS is the graduate school in marine science for the College of William & Mary and is a member of the Univers i ty-Nat ional Oceanographic Laboratory System (UNOLS) which is an organization of 59 academic

ENGINEER & DESIGN: WORKBOATS

institutions and National Laboratories involved in oceanographic research.

The R/V VIRGINIA replaces the 65-foot R/V BAY EAGLE, a converted oil-rig tender that has been in service at VIMS since 1987. The BAY EAGLE will be retired after a year of side-by-side comparison and calibration tows. The new vessel will support fisheries research projects and greatly expand VIMS’ capability to perform general oceanographic research in the Chesapeake Bay as well as Mid-Atlantic coastal waters. VIMS Director, Dr. John Wells, noted the VIRGINIA “is indeed a bold vessel. Our unwavering commitment is to use the VIRGINIA for cutting-edge research and education of unsurpassed quality in the Chesapeake Bay and its tributaries — just as we have been doing on other research vessels at VIMS for nearly 80 years.”

“Our plan,” Wells added, “was to build a platform that would allow us to also move into offshore waters, spanning the entire East Coast and into the Gulf of Mexico. Innovation is for the bold, and innovation in the design and construction of the VIRGINIA makes it arguably the most sophisticated research vessel in its size class in the United States.”

JMS designed the vessel to operate as an uninspected research vessel with an ABS Loadline. The design offers flexibility in science outfitting allowing for high utilization and affordable operating day rates. The vessel is

VIMS continued on page 2...

The Royal Institution of Naval Architects selectedR/V VIRGINIA as one of the Significant Small Ships of 2018.

SIGNIFICANTSMALL SHIPS OF 2018

2

easily adaptable to evolving scientific research areas such as offshore oil & gas exploration surveys, wind energy development surveys, environmental impact studies, and the servicing of ocean observing systems.

Main propulsion is provided by a pair of 660 BHP tier III Cummins QSK 19M engines coupled to a Finnoy 2G27-42FK two–in/one-out marine gear driving a Finnoy 5 blade, 1.95 meter diameter controllable pitch propeller. The propeller turns inside of a Rice thrust nozzle with triple Rice rudders for steering. This unique arrangement will provide the capability to operate the vessel efficiently on a single propulsion engine when on station or during slow speed transits. This will reduce overall engine hours and improve fuel efficiency, minimizing its environmental footprint. The gearbox also powers a very robust hydraulic system via two independently clutched PTO’s to support the suite of deep water trawl winches and bow thruster. The electrical system is comprised of a pair of 99 ekW Kohler 99EOZCJ generators which provide redundant capability or can be run in parallel during peak power demands. LED lighting will reduce both power consumption and heat emitted into the accommodation spaces.

A Veth VCG-750 pump jet omnidirectional flush mounted grid bow thruster in combination with the controllable pitch propeller and triple rudders provide excellent maneuverability. The vessel’s capabilities are further enhanced by a state-of-the-art Beier Radio IVCS 4000 dynamic positioning system. The dynamic positioning system has been demonstrated to provide excellent station keeping.

The vessel makes use of a beam of 28’, relatively low vertical center of gravity and underwater

hull form attributes including the propeller nozzle, triple rudders, twin skegs mounted outboard and the single chine hull form to provide high initial stability and significant roll dampening to impart stability characteristics of a larger vessel. The vessel is a very stable work platform in both head and beam seas. Measures were also taken to ensure an acoustically acceptable working environment onboard the vessel for scientists and crew. The propulsion

engines and generators and their respective exhaust systems are resiliently mounted and acoustic material treatments throughout the vessel minimize noise and vibration levels.

O c e a n o g r a p h i c o u t f i t t i n g includes large Wet and Dry Labs which have been designed for m a x i m u m f l e x i b i l i t y t o accommodate the many types of sc ience that the vesse l i s expected to conduct. The 1,000 square foot main working deck allows for a 20 long ton science p a y l o a d a n d p r o v i d e s a significant working platform for conducting fishing operations,

over-the-side sampling and coring activities. There is also ample room and services to install a 20 foot science van for specialized science missions. The new research vessel takes advantage of the latest technology through transducer fairings prepared to receive an extensive array of acoustic instrumentation for the gathering and processing of data in support of fisheries research, oceanography, and geophysical sciences. A full size server rack, with dedicated closed loop cooling and UPS power supply has been fitted to the dry lab in anticipation of the requirements of scientific users.

The aft deck is fitted with a stern A-Frame with an 8,000 lb safe working load for over the stern

lifting operations and a side mounted J-Frame with a 4,000 lb safe working load for conducting CTD operations. Hawboldt Industries provided the oceanographic weight handling and fishing gear including the trawl net reels, a pair of trawl winches with 4,000 lb linear pull with 355 fathoms of 3/8” wire to support bottom trawl surveys, an electric CTD (Conductivity, Temperature, and Depth) winch with 2,000 m of 0.322” wire and a knuckle boom deck crane with a 2,240 lbs capacity at a 33-foot reach. The lifting

equipment excluding the CTD winch are powered by a redundant electro hydraulic HPU.

The Royal Institution of Naval Architects has selected the R/V VIRGINIA as one of the Significant Small Ships of 2018. Each year, the internationally renowned professional institution narrows its selection down to 30 of the most unique small vessel designs from around the world which reflect a high-degree of design innovation across the marine sector. Founded in 1860 in London to “advance the art and science of ship design,” the Royal Institution of Naval Architects is a world renowned and highly respected international professional institution and learned society whose members are involved at all levels in the design, construction, maintenance, and operation of all marine vessels and structures.

The working deck of the R/V VIRGINIA

Self-propelled, 10,000 gallon, double-hull tankship.

PR

INC

IPA

L C

HA

RA

CT

ER

IST

ICS

Length Overall

Breadth

Hull Depth

Full Load Navigational Draft

Full Load Displacement

Lightship Displacement

Science Payload

Accommodations

93.0

28.0

12.7

9.5

285

231

20

12

feet

feet

feet

feet

long tons

long tons

long tons

3

Self-propelled 10,000 Gallon Tankship Design

JMS Naval Architects is completing the design of a 10,000 gallon, double-hull tankship for an undisclosed client.

The 53’ x 18' double-raked, double-hull tankship is designed to be propelled by two 300 HP diesel outboard motors. A Seastar propulsion control system is utilized in the design for increased maneuverability. The vessel is of a raised trunk cargo tank design with a pilot/control station located at the aft end of the vessel. The tankship is outfitted with electrically-powered cargo pumps and a 370 gallon fuel oil tank for onboard generators located below deck in the stern rake aft machinery space. A potable water tank and a black water tank are also located below deck in the forward rake. The electrical system will be powered by a pair of generators in the aft machinery space to provide service to the vessel’s lighting, cargo pumping, and hydraulic systems. The equipment and systems design supports high-speed loading and unloading of its cargo. A canopy is provided over most of the barge’s length, including the pilot/control station, to provide added protection to the operator from the elements. The tankship is also equipped with two 41’ long spuds, and hydraulic winches to raise and lower the spuds, in order to secure the tankship in place during cargo transfers to customers’ vessels.

The tankship will be built to ABS Rules and will be inspected to 46 CFR Subchapter D, as a tankship. JMS will be providing consultation support to the vessel owner during develop-ment of the shipyard solicitation, technical review of shipyard bids, and providing owner’s representation serves during the tankship construction, testing, trials, delivery, and acceptance.

Miami Marine Stadium Restoration Project

JMS was selected by R.J. Heisenbottle Architects of Coral Gables, FL to design a floating platform to be used for concert performances at the Miami Marine Stadium in Miami South Channel, Miami, FL.

The Ralph M. Munroe Marine Stadium, also known as the Miami Marine Stadium (MMS), built in 1963, is the first stadium purpose-built for powerboat racing in the U.S. Other world

class and nationally televised special event races, water sports, sporting events, and concerts were also held at MMS. It has recently been nominated for addition to the National Register of Historic Places. Heisenbottle is performing a phased historical restoration of the stadium property including the return of a floating stage for concert performances.

JMS is providing naval architecture and consultation services for the floating stage component of the MMS. The floating support platform consists of two barges arranged side-by-side; a 140’ x 57’-6” frontstage barge is for performances and faces the shore-based stadium, and a 140’ x 57’-6”’ backstage barge provides accommodations, offices and storage spaces for performers, performance crew, and

barge operations crew. The loading and offloading of performance equipment and other large items to and from the nearby shore property is facilitated by two custom designed gangways which also support the shore power and other utility connections. One 208 V, 400 A shore power feed supplies power for non-performance operations while 5 additional 208 V, 400 A shore power feeds supply power for the

demands of live performances with significant lighting and AV demands.

JMS worked closely with Heisenbottle and with their specialized consultants (MEP, audio/visual, and theatre consultants) to define all the requirements of the floating platform and so that initial sizing, structure, stability, systems, power source/generation, outfitting, regulatory, construction, delivery/installation consider-ations, and other initial design decisions could be evaluated for feasibility.

JMS developed the complete design of the floating platform including detailed structural plans, systems arrangements, mooring arrangement, gangway design, accommodation outfitting, joinery, HVAC system, and other detailed systems and designs. JMS is also providing bidding support and permitting consultation, and owner ’s representation services during the platform’s construction, delivery, installation, and testing.

JMS Designs Tank Barges for Harbor Fuels LLC

JMS Naval Architects completed the engineer-ing and design to convert a 130’ liquid mud barge into a double-hull 100,000 gallon tank barge, renamed BUNKER HILL, for Harbor Fuels LLC of Boston, MA. The 130’ x 34’ x 8’ USCG Subchapter D Tank Barge (D) will be providing vessel fuel bunkering services in Boston Harbor.

Harbor Fuels specializes in delivering marine diesel through high-speed, in-slip fueling for luxurious mega-yachts in Boston Harbor.

Artist rendering of the restored Miami Marine Stadium

ENGINEER & DESIGN: BARGES

Miami Marine Stadium speedboat racing in 1964

4

Fueling services are performed by a fleet of barges that transports the fuel to where it is needed and then transfer it via high speed pumps with variable-speed control for maximum safety and efficiency.

JMS provided engineering and design services for modifications to the cargo piping and hydraulic piping systems, electrical systems, design of a deck house and addition of a pedestal-mounted knuckle boom crane. Design modifications and equipment selections were geared toward matching as closely as possible Harbor Fuels’ other tank barge equipment and operational preferences. JMS is also providing owner’s representative services and engineer-ing support to Blue Atlantic Fabricators of East Boston, MA where the conversion work is being performed. JMS will also be providing design modifications to Harbor Fuels’ existing push-boat to mate with the BUNKER HILL.

JMS has also completed the design of a 84,000 gallon double hull oil tank barge for Harbor Fuels LLC. The 106’ x 26' wide double raked, double hull liquid cargo barge was designed as an ABS-classed inland barge and will be operated as an unmanned tank barge in accordance with 46 CFR Subchapter D. The barge has a raised trunk cargo block, raked bow, raked stern and deckhouse aft. The barge is outfitted with a bow thruster, a pair of

generators and an HPU for powering the deck crane and anchor winch.

JMS previously designed HARBOR FUEL 1, a 10,000 gallon fueling barge which was put into service in 2012.

JMS Designs Crane Barge for SIMS Metal Management

JMS Naval Architects completed the engineer-ing and design of a stevedoring crane barge for Sims Metal Management of Jersey City, NJ to be used primarily for scrap metal lightering. Sims is the world’s leading publicly listed metal recycler, with operations encompassing the buying, processing, and selling of ferrous and non-ferrous recycled metals.

JMS designed the barge to carry and operate a Liebherr LHM 600 mobile harbor crane. The 240’ long x 72’ wide x 12’ deep rake/box barge has a deck rating of over 5,000 pounds per square foot. The crane barge design allows for the easy loading and unloading of scrap from dock to ship or from ship to ship. JMS developed the detail design package and technical specifica-tion documents to be utilized for the solicitation of shipyard bids. JMS will also provide owner’s representative services during the construction of the barge. The barge is expected to be completed and delivered in mid-2020.

Cable Laying Barge Design for Transmission Developers Inc.

JMS was selected by Transmission Developers Inc. (TDI) of New York, NY to design a series of 6 purpose-built, ABS-classed barges to be used to carry power cable on a turntable system in support of 2 large inland submarine power transmission projects. JMS refined require-ments of the barges and developed concept through contract-level drawings and a shipyard technical specification for the barge series.

The barges were designed to carry a turntable on deck with High Voltage DC power cable to be laid along the lake bed in Lake Champlain. The cable and turntable weigh 1,200 metric tons. The resulting barge was 187’ long by 43.5’ wide with a 3,500 per square foot deck load rating. Due to the required load characteristics and constraints of water draft and air draft to allow passage of the barges in light and full load conditions through the canal system, the design incorpo-rated a dropped deck section of the barge deck

84,000 gallon, double-hull tank barge for Harbor Fuels LLC

Crane barge design for Sims Metal Management

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the project, are working toward restoring the historic vessel in time for the 400th anniversary of the arrival of the pilgrims aboard the original MAYFLOWER in 1620.

MAYFLOWER II was built in 1957 in Devon England using the same traditional methods and types of tools that the 17th century shipwrights used to build the original MAYFLOWER. The vessel was built as a memorial to the alliance forged during World War II between the United Kingdom and the United States. She set sail from Plymouth England in April 1957 and arrived in Plymouth, MA in June of the same year. The MAYFLOWER II has since become a National Treasure serving as a floating classroom and will now be returned to a working vessel once the restoration is complete.

The restoration project began in 2016 when the vessel was hauled at the Henry B. duPont Preservation Shipyard at Mystic Seaport

Museum. JMS has been working with the project team since then to provide naval architecture services related to designing electrical, fixed firefighting, and bilge systems complying with modern U.S. Coast Guard standards. The vessel was launched in front of a huge crowd in September 2019 allowing the hull to swell while the remaining rigging and restoration is completed. JMS will also be performing the inclining test, developing the solid ballast plan, and providing stability analyses to allow the vessel to set sail in 2020 with a U. S. Coast Guard Certificate of Inspection (COI) for its 400th anniversary celebration.

RTC 135 Haul-Out

JMS performed an engineering study for Senesco Marine to determine the feasibility of hauling out the double-hull ATB tank barge RTC 135 on airbags for a dry docking period and installation of a ballast water treatment plant. The RTC 135 is a 135,000 bbl. tank barge with an

upon which the cable turntable is mounted. The bow and stern were raised for increased freeboard and stability. An insert section was also designed to fill in the stepped deck to allow the barges to be used as conventional deck barges at the conclusion of the project.

Engineering Analysis of Cable Laying Gantry Barge

JMS Naval Architects was tasked by Caldwell Marine International of Farmingdale, NJ to conduct an engineering analysis of a cable

laying gantry barge for a power cable laying project on Lake Champlain. The barge was assembled from approximately 32 Flexifloat Series S-70 modular barges creating an overall size of 180’ x 70’ . The barge was outfitted with various deck equipment including a crane for deploying the cable laying dredge and a cable gantry. The gantry is used to pick up the cable from an adjacent barge and feed the cable to the cable laying equipment over the stern of the barge. JMS calculated the loads i m p o s e d o n d e c k f r a m e

structure under a range of wind loads and heeling conditions. JMS sized the four staying cables supporting the gantry, as either of three options: 1” EIPS IWRC wire rope, 7/8” Amsteel Blue, or 1-1/8” Amsteel 12 strand. JMS also designed the pad eyes used to secure the gantry stay cables to the deck of the barge.

Engineering Support for Restoration of Historic MAYFLOWER II

JMS is providing engineering support to Mystic Seaport Museum of Mystic, CT and Plimoth Plantation of Plymouth, MA for the restoration of the MAYFLOWER II. The 3-year restoration effort is taking place at the Henry B. duPont Preservation Shipyard at Mystic Seaport Museum. The organizations, with the help of JMS serving as naval architecture consultant on

Caldwell Marine International’sCable-laying gantry barge

6

overall length of 460’ and a ship-form hull similar to that of a tanker.

JMS reviewed the haul out-plan that proposed using Senesco’s launch slip way and airbags to haul out the barge as the RTC 135 is too large for Senesco’s dry dock. Senesco had previously launched several barges and dry docks using airbags, but had not hauled a vessel with a ship-form hull.

The JMS analysis utilized HECSALV to simulate each airbag as a flexible pinnacle to determine the resulting loads on the airbags through a series of steps to simulate the haul-out process over time. JMS developed a haul-out procedure that examined approximately 40’ increments from first contact to fully hauled-out.

In addition to the airbag loads, JMS determined winch loads during the haul out and prepared plans to control the barge during the haul-out with a spud barge alongside and winches located on the RTC 135. The hull girder bending stresses were calculated throughout the haul-out simulation to ensure the barge was not excessively stressed. Considerations were made for the tide cycle as the resulting loads on the airbags were heavily dependent on the water depth.

the requirements of the ABS Rules for Building and Classing Steel Floating Dry Docks.

JMS is developing a complete engineering and design package, including all detail structural design, tankage, and outfitting design. Systems design will include the ballast system, seachest arrangement, equipment specification, and pump and discharge piping systems. JMS is also designing the power system including generator arrangement, fuel tank arrange-ment, and electrical and piping system one-lines.

In 2019, the U.S. Department of Transportation announced $19.6 million in grants in to support i m p r o v e m e n t s a t 2 8 s m a l l shipyards across the U.S. Of that total, $1.3 million will help fund upgrades and expansions at Biblia, including the design and construction of their new 500-ton floating dry dock.

Self-maintenance Dry Dock Design for USCG

The United States Coast Guard Yard selected JMS Naval Architects to provide engineering

services to support the development of an acquisition plan for a floating dry dock to dock various cutters, in particular, the new 360’ Offshore Patrol Cutter. The Coast Guard Yard located on Curtis Bay in Baltimore, MD is the service's sole shipbuilding and major repair facility and has been in operation since 1899. The Yard’s only remaining floating dry dock was decommissioned in 2018. The dry dock, the ex-Navy USS OAKRIDGE (ARDM-1), was constructed in 1944 and served in the Pacific during WWII. After the Navy decommissioned the dock in 2001 it was transferred to the Coast Guard Yard with the intention of being operated for no longer than 5 years. OAKRIDGE was able to accommodate ships up to 437 feet in length and 6,000 long tons

displacement.

JMS was tasked with developing a concept design to meet the Yard’s requirements for docking the 4,700 long ton Offshore Patrol Cutter and developing a rough order of magnitude cost estimate broken down by SWBS work groups. The concept phase defined the principal dimensions to provide sufficient lift capacity, stability, and access to the vessel for

maintenance. A long service life and self-maintenance were design priorities for

the customer. As a result, a pontoon-type of floating dry dock having continuous steel wings spanning a series of detachable pontoons was selected. The pontoon sections disconnect and float out from

under the wing walls so they can be docked by the remaining sections

allowing for re-coating and steel renewal of the underwater hull. Other

design elements intended to increase the service life included the use of bulb flat stiffeners in ballast tanks to improve coating application, the use of double continuous welds to prevent crevices and corrosion, and a steel thickness allowance over the minimum scantling requirements.

Dry Dock Design for Biblia Marine Towing and Transportation

JMS Naval Architects is designing a 500-ton lift capacity floating dry dock for Biblia Marine Towing and Transportation of Savannah, GA. With their fleet of tugs and barges, Biblia has provided bed-leveling, agitation dredging, and dragging services for decades in the waters of Savannah, Delaware Bay, Charleston Harbor, Fernandina, and Jacksonville. Biblia will use the dry dock to service their own tugboats and offer similar repair and maintenance services to other vessel owners in the area from their Savannah River facilities.

The new dry dock, which will replace Biblia’s existing dry dock, is 120’ long, 60’ wide, has a 6’ deep pontoon, and 14’ tall wing walls. The dock will primarily be used for hauling tug boats with a maximum length of 120 feet and maximum draft of 10 feet. The dry dock design incorpo-rates a shore power connection, onboard generator, individual pumps, and one end of the dry dock is raked to improve towing. JMS will provide a complete design package that meets

ENGINEER & DESIGN: DRY DOCKS

Dry Dock Design for Biblia Marine Towing and Transportation

7

The dry dock is 398’ long overall with 81’ clear width between the wing walls. The 380’ long pontoon deck is made up of eight individual sections and is rated for a uniformly distributed load of 1.3 long tons per square foot. JMS designed the scantlings to comply with ABS Rules for Steel Floating Dry Docks and determined the keel block loading limits based on blocking keel structure and longitudinal bending considerations. Stability limitations, including the maximum allowable vertical center of gravity, were based on ABS and U.S. Coast Guard stability standards.

The ballast system uses one 10-inch submersible pump per ballast tank rated for 3,000 gallons per minute. Redundant deballasting is provided by cross-over valves in each pontoon section for reliability and flexibility. The pumps can easily be removed from the tank and replaced with a spare pump to reduce downtime associated with pump failures and maintenance. Flood valves will be controlled via electric actuators and reach rods at the safety deck. Wing wall crane alternatives for serving the dry dock were also examined in the concept design.

Modular Floating Dry Dock Launched

The first 200’ section of a modular floating dry dock designed by JMS Naval Architects was launched in September 2019. The dry dock was built by Group Ocean of Canada for their own use. The modular dry dock was designed to be built in three phases. The first 200-foot section of the dry dock was designed to be fully opera-tional as a stand-alone dock with a lifting capacity of 3,800 tons. The center section was designed to be joined by two additional end sections at a later date to create a 420-foot long dry dock. The additional end sections will increase the lifting capacity to 7,500 tons.

The dock is designed with 100 feet of clear width between the 30 foot tall wing walls. The 10 foot deep pontoon extends beyond the wing walls to create aprons on each end. Each modular section of the dry dock has an access through the wing walls on both the port and starboard side. A safety deck is located 26 feet above the baseline. Ballast tank vents extend below the safety deck to f o r m a n a i r c u s h i o n . T h e deballasting and submergence operations are controlled from a raised control platform installed on top of the starboard wing wall of the center module. The ballast system is capable of submerging and reballasting from a 1 foot freeboard to a 26.5 foot depth over the deck in approximately 70 minutes.

J M S d e v e l o p e d t h e c o m p l e t e engineering and design package, including all detail structural design, tankage, and outfitting design. Systems design included the bal last system, seachest arrangement, equipment specification, pump and discharge piping systems. JMS also designed the stand-alone power system including generator arrangement, fuel system, and electrical system. The dry dock was designed and built to Bureau Veritas Rule Note 475, Floating Dock.

Engineering and Design Services for Pilot Boat NEW YORK

When the Sandy Hook Pilots Association needed to upgrade their existing station vessel, P/B NEW YORK, they turned to JMS Naval

Architects for assistance. The Sandy Hook pilots have been piloting ships in the New York harbor for over 300 years. They operate a pilot station boat by Ambrose Light year round and in all weather conditions. As a result, they require a robust vessel to serve at the entrance to New York Harbor, Hudson River, Hell’s Gate, and Long Island Sound. The P/B NEW YORK is the largest vessel in the Sandy Hook fleet, has served them well for the past 48 years, but is due to be retired. JMS has a long history o f prov id ing eng ineer ing

support for the Sandy Hook Pilots’ vessels and when the 208’ Oil Spill Response Vessel (OSRV) MAINE RESPONDER became available, the Sandy Hook Pilots Association contracted JMS to provide marine surveying and naval

architecture services. JMS surveyed the OSRV MAINE RESPONDER to assess

t h e g e n e r a l c o n d i t i o n a n d suitability to being converted to a pilot station boat. A comparative seakeeping analysis was also performed to determine the

OSRV’s motion characteristics while on station. JMS is now performing the

engineering and design for extensive modifications to remove the oil recovery

systems, add a large deck house for the pilot berthing, lounge, and mess, and incorporate operational capabilities specific to the pilots’ mission.

Engineering Support to USGS GLSC

Engineering Support for R/V KAHO and R/V MUSKIE Shipyard Periods

JMS provided engineering support and on-site owner ’s representative services for the US Geological Survey Great Lakes Science Center during shipyard periods for the R/V KAHO and R/V MUSKIE in the spring and summer of 2018.

The R/V MUSKIE and R/V KAHO are sister ships launched in 2012 for fisheries research on Lake Erie and Lake Ontario. The vessels are 71’ long with a beam of 18’ and have working spaces and overnight accommodations for up to 7 scientists and crew. Both vessels were undergoing their first shipyard period since being built.

Both vessels were hauled out at Burger Boat in Manitowoc, WI. The R/V MUSKIE was hauled

OSRV MAINE RESPONDER for Sandy Hook Pilots

ENGINEER & DESIGN: WORKBOATS

Modular Foating Dry Dock Designed forGroup Ocean of Canada

8

out from April to July for both routine hull cleaning and inspection and various upgrades to the vessel and systems. Major projects included relocating the filling and pump out station to prevent snagging nets, upgrading instruments, and installing a new sampling frame.

The R/V KAHO underwent similar routine maintenance in addition to major projects including replacing the trawl gallows and changing the hydraulic power system to run off a generator instead of the main engines.

R/V KIYI Repower and Shipyard Period

JMS is providing engineering support for development of a repowering package for the R/V KIYI and a 2020 shipyard period package.

The R/V KIYI is a 105’ steel, fisheries research vessel built in 1999 for USGS to operate on Lake Superior.

JMS prepared a feasibility study to review available options for main engines and gears to support an upcoming repowering effort on the KIYI. The KIYI currently has a pair of Cummins KTA-19, 600 HP engines with ZF gears. JMS reviewed available engines from Cummins, Caterpillar, Yanmar and other manufacturers that have similar power ratings and are EPA Tier III compliant. The size and geometry of the engine as well as gear options were reviewed to determine the impact on the engine girders, shaft line, and other engine room geometry. JMS also reviewed the control and monitoring system, exhaust, cooling, air

supply, and cost of the engines.

JMS will be preparing a full eng ineer ing and drawing package for the repower prior to the work being performed in fall 2020. In addition to the repower, the R/V KIYI will be undergoing a 5-year shipyard period at the same time, and JMS is preparing a work package for the shipyard period items.

Engineering Support for Feeney Shipyard

JMS has provided naval architecture and marine engineering support to Feeney Shipyard of Kingston, NY as they continue to support the New York towing fleet with the recent repowering of the Norfolk tugboats PAULA ATWELL and JAMES WILLIAM and the Buchanan Marine tugboat the BUCHANAN 12.

The 90’ x 28’ tugboat PAULA ATWELL is now powered with a pair of Cummins QSK38 Tier III propulsion engines coupled to ZF W3750 Maine gears with a ratio of 5.95:1 turning 78” x 62” propellers. These engines replaced Caterpillar 3508 engines and Twin Disc MG540 gears. The Caterpillar generators were also replaced with new John Deere 4045 gensets. The change from non-tier engines to Tier III engines necessitated an upgrade in the exhaust and silencers as well as keel coolers to meet the demands of the Tier III engines. JMS provided engineering support to Feeney Shipyard to support the repowering, including plan submission to ABS related to keel coolers, keel cooler boxes, engine foundations, stability calculations, and review to the USCG requirements.

The 77’ x 30’ tugboat JAMES WILLIAM was originally powered by three Cummins KTA38 diesel engines with ZF W3310 reductions gears with a ratio of 5:1. She was repowered with three Tier III compliant Cummins QSK19 diesel

USGS ARCTICUS Noise Engineering and Shipyard Period

JMS developed an engineering package to support noise reduction measures on the RV ARCTICUS. As part of the engineering, JMS retained J&A Enterprises to conduct a noise survey on the vessel and to provide recommendations on noise reduction measures that should be implemented.

Following the noise survey, it was recom-mended that the main engines and gears be changed from a rigid mount to a soft mount to reduce noise transmission into the vessel structure. Other recommendations included soft mounting the exhaust, modifying the hydraulic system and its mounting, changing floor and ceiling treatments, and installing sound deadening materials around the bow thruster and stern of the vessel.

R/V KAHO

R/V KIYI

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Other Projects

JMS Naval Architects has unique expertise in naval architecture, marine engineering, marine surveying, and salvage engineering. JMS maintains a full time staff of naval architects and engineers with sea-going and vessel operations experience. This combination of high-end analytical engineering expertise and practical seafaring experience allows JMS to deliver rapid and innovative solutions to complex problems, only a few of which are described in this year's newsletter. Other recent projects include:

Support for shipyard diving programHopper barge engineering supportEngineering support for crane barge loadoutEngineering and design support for MAYFLOWER II refitEngineering and design for cargo loading and lashing planEngineering support for crane barge heavy liftEngineering and design for tug modificationsCrane barge stability analysisEngineering and design support for research vessel fleetEngineering support for research vessel acoustic modificationsEngineering support for tug repowerVessel collision expert witnessEngineering support for cable laying barge USACE crane barge naval architectural analysisEngineering support for Norfolk Towing tug JAMES WILLIAM 84,000 gal tank barge designDesalination vessel feasibility studyDesign support for sys. one-line drawings for tugs ANDREA & DR. WANEREngineering and design support for R/V LAKE GUARDIAN Crane barge stability analysesEngineering support for cargo loading program Engineering support for cargo loading program Engineering and design support for marine stadium barge Deck barge designEngineering support for CMT Y NOT 1 container loading Engineering & design support for tank barge EVE LEIGH CUTLER modsEng. support for research vessel ALUCIA hyperbaric chamber pressure testPier specificationStability analysis and plan review for passenger vessel Barge H 297 deadweight tablesSMV SEAHAWK submarine design supportEngineering support for tug GLADIATOR / Barge SM254 tow planEngineering support for tug IRON SALVOR load planEngineering support for R/V KAHO shipyard period Engineering and design support for R/V MUSKIE shipyard period Engineering and design support for deck barge Engineering and design support for barge Debris skimmer capsize investigationResearch vessel on-hire surveyEngineering and design support for tug MOIRA Z-drive replacement Engineering and design support for P/B NEW YORK Engineering and design support for barge ATLANTIC TRADER Ro-Ro ramp Engineering and design support for R/V KIYI shipyard period Engineering and design support for R/V KIYI repoweringCrane barge stability analysesEngineering and design support for tank barge BUNKER HILL Engineering and design support for tug BUCHANAN 12 repoweringDeck barge deadweight tablesMarine salvage consultingUSACE crane barge stability analysisEngineering and design support for C. ANGELO tank modification Engineering support for passenger vessel CECELIA ANN repoweringEngineering support for passenger vessel JENNIFER C repoweringEngineering support ferry dry docking P/V NEW YORK Periodic Safety Test Procedures

Bath Iron WorksCoeymans Marine Coeymans Marine Plimoth PlantationCoeymans Marine Coastline ConsultingHarley MarineNational Crane InspectionU.S. Geological SurveyU.S. Geological SurveyFeeney EnterprisesMaritime AttorneyTransmission Developers IncSerodino IncFeeney EnterprisesHarbor FuelsCreare Inc.Harley MarineCetacean MarineNational Crane InspectionReinauer Transportation CoPoling CutlerHeisenbottle ArchitectsHughes BrothersCoeymans MarinePoling CutlerWoods Hole Oceanographic InstDuke University Marine LabTramm ManufacturingHughes BrothersSubs CTWittich BrothersWittich BrothersU.S. Geological SurveyU.S. Geological SurveyConrad ShipyardNortheast Work & Safety FirstLight PowerFukada Salvage & MarineMcAllister Towing and TransSandy Hook PilotsMcAllister Towing and TransU.S. Geological SurveyU.S. Geological SurveyFirstLight PowerHarbor FuelsFeeney EnterprisesPort of CoeymansChace Ruttenberg & FreedmanBidco Marine GroupGateway Towing Cross Sound FerryCross Sound FerryOcean GroupSandy Hook Pilots

Customer Project

engines with ZF W3310 reduction gears at a ratio of 5:1 turning three 79” diameter four bladed stainless steel propellers. JMS provided engineering to Feeney Shipyard to support the repowering, including engineering related to keel coolers, engine foundations and stability calculations.

The 86.5’ x 30’ tugboat BUCHANAN 12 was repowered with a pair of eight-cylinder EMD’s driving through ZF W20000 3.658:1 reduction gears in 2005. She was repowered with a pair of Tier III compliant Cummins QSK50 driving through Reintjes WAF 773 reduction gears with a ratio of 7.087:1 turning 84” diameter propel-lers. JMS provided engineering to Feeney Shipyard to support the repowering, including engineering related to keel coolers, engine foundations, and stability calculations.

JMS continues to provide engineering support to Feeney Shipyard with the hauling-out of 309’ x 54’ x 12’ hopper barges and 300’ x 62’ x 18’-6” tank barge for repairs. This has been accom-plished at the Feeney’s south shipyard with airbags and heavy tackle to haul the barges up an inclined graded bank onto dry land. JMS provided engineering support to review the tackle to be used, calculated required pulling forces, and reviewed the design of the yard-fabricated anchor point.

Engineering Support for Port of Coeymans

JMS has provided engineering support to the Port of Coeymans over the last three years. Projects have included developing cargo securing and lashing plans for a series of freight movements through the port, barge surveys for use in heavy lift operations, barge surveys for pre-purchase, barge surveys for structural suitability, modification to support heavy lifting equipment, and surveys in support of developing deadweight tables for hopper barges.

JMS provided engineering support for the shipment of brewery fermentation vessels and strand jack assemblies which were shipped in from overseas to the Port of Coeymans and then loaded aboard deck barges for shipment inland. In both instances, JMS developed lashing and cargo securing plans based on the cargo lashing requirements of class societies to support these activities.

JMS conducted surveys and structural reviews of barges on charter to the Port of Coeymans and

JMS recently conducted marine surveys aboard the vessels shown above.

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R/V SAVANNAH ·

· R/V SALLY RIDE

Duluth, MN

Bermuda

· R/V OCEANUS

Seattle, WA

Punta Arenas, Chile

Tug WATERFORD · Waterford, NY ·

· RVIB NATHANIEL B PALMER

San Diego, CA

Newport, OR

R/V BLUE HERON ·

R/V ATLANTIC EXPLORER · Savannah, GA

· R/V KILO MOANAHonolulu, HI

Bellingham, WA · R/V SHEARWATER

· R/V THOMAS G THOMPSON· R/V RACHEL CARSON

OSRV MAINE RESPONDER · Portland, ME ·

Matane, QuebecR/V VIRGINIA ·

St. Petersburg, FLR/V WEATHERBIRD II ·

R/V WT HOGARTH · Miami, FL· R/V WALTON SMITH

Barge GULF COAST PRO · Coeymans, NY ·

Derrick Boat 6 · Lyons, NY ·Tug LT-5 · Oswego, NY ·

R/V NEIL ARMSTRONG · R/V THOMAS G THOMPSON · Woods Hole, MA ·R/V ENDEAVOR · Narragansett, RI ·

Other Projects

Research vessel inspectionsBarge GULF COAST PRO condition assessmentScow stability reviewEngineering support for tank barge haul-outEngineering and design support for 240 foot crane barge Tug WATERFORD repair surveyR/V OKEANOS EXPLORER fire control plan Engineering support for deck barge 300 haulout Windfarm barge feasibility analysisCrane stability analysis Salvage engineering support for sunken fishing vessel Tug ZACHERY inclining test and stability analysisEngineering and design support for 10,000 gallon tankshipEngineering and design support for floating dry dock conceptCrane barge engineering feasibility assessmentBarge engineering feasibility assessmentEngineering and design support for R/V ARCTICUS shipyard period Engineering and design support for floating dry dock Tug LT-5 survey and repair planDesign support for P/V GASPEE crew transfer vessel modificationsEngineering and design support for R/V VIRGINIA haulout Derrick boat 6 survey and repair planEngineering and design support for loading ramp Design support for T/V KINGS POINTER Doppler speed log installationCrane barge stability analysisCrane barge stability analysisEngineering and design support for tug CF CAMPBELL raised pilothouse Patriot dredge #562 stability analysis

Florida Institute of OceanographyPort of CoeymansCoastline ConsultingSenesco MarineSims Metal ManagementD.A. Collins ConstructionNOAAFeeney EnterprisesCleanwater WindNational Crane InspectionSalvorReinauer Transportation CoUndisclosed clientU. S. Coast GuardFeeney EnterprisesPort of CoeymansU.S. Geological SurveyBiblia IncH. Lee White Maritime Museum McAllister Towing and TransVirginia Inst. of Marine ScienceArcadisHughes BrothersMaritime AdministrationEmpire ConstructionBlakesleeHarley MarineCoastline Consulting

Customer Project

continued from previous page...

prospective barges for purchase by the Port of Coeymans. Reviews of the barges were conducted to assess their suitability as candidates for use within the Coeymans fleet and/or modification for use within the fleet. JMS engineered the conversion of the CMT Y NOT 1 from a retired single skin tank barge to an ABS load line dry deck cargo barge for Coeymans Towing. Further engineering services were provided to include a review of suitability of the barge for use on a short sea shipping route while carrying a cargo of shipping containers. This included a structural review, necessary modifications (above and/or below deck) and a review of stability, which JMS developed for Coeymans for project planning purposes.

Engineering support activities have also included the inspection and deadweight survey of dry deck cargo and hopper barges for the purpose of developing deadweight tables and charts for their use in on/off hire surveys and charters.

JMS also performed structural inspection and assessment of the deck barge GULF COAST PRO for the possible installation of a Manitowoc 4100 or Liebherr 1300 crane. JMS surveyed the barge condition and scantlings and developed a plan to limit the scope of operation of either proposed crane to reduce the potential scope of modifications to the barge and then developed a

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JMS recently conducted research vessel inspec-tions for the National Science Foundation aboard:

Operating InstitutionLocationLength (ft)Vessel Owner

Honolulu, HI

Seattle, WA

Punta Arenas, Chile

Seattle, WA

Duluth, MN

Narragansett, RI

Woods Hole, MA

Miami, FL

San Diego, CA

Newport, OR

Bermuda

Woods Hole, MA

Savannah, GA

186

274

308

72

86

185

238

96

238

177

168

274

91

R/V KILO MOANA

R/V THOMAS G THOMPSON

RVIB NATHANIEL B PALMER

R/V RACHEL CARSON

R/V BLUE HERON

R/V ENDEAVOR

R/V NEIL ARMSTRONG

R/V WALTON SMITH

R/V SALLY RIDE

R/V OCEANUS

R/V ATLANTIC EXPLORER

R/V THOMAS G THOMPSON

R/V SAVANNAH

University of Hawaii

University of Washington

Edison Chouest Offshore

University of Washington

University of Minnesota

University of Rhode Island

Woods Hole Oceanographic Institute

University of Miami

Scripps Institution of Oceanography

Oregon State University

Bermuda Institute of Ocean Sciences

University of Washington

Skidaway Institute of Oceanography

Office of Naval Research

Office of Naval Research

Edison Chouest Offshore

University of Washington

University of Minnesota

National Science Foundation

Office of Naval Research

University of Miami

Office of Naval Research

National Science Foundation

Bermuda Institute of Ocean Sciences

Office of Naval Research

University of Georgia

list of modifications that would need to be performed in order to adequately support the Manitowoc or Liebherr for use on the GULF COAST PRO. JMS has provided this type of service to Coeymans on several occasions since the review of the GULF COAST PRO.

JMS conducts safety, material condition, on/off hire, trip-in-tow, and lash-in-stow surveys of tugs, tank barges, crane barges, research vessels, and commercial workboats.

The map (pg. 10) illustrates the variety of vessel types, scope of surveys and geographic range of our recent marine survey projects. Examples include research vessel inspections of vessels for Florida Inst i tute of Oceanography, acceptance surveys and sea trials of the R/V SHEARWATER and R/V VIRGINIA, and condition assessments of tugs including the WWII National Historic Landmark U.S. Army Tug LT-5.

LT-5 is a U.S. Army Large Tug (LT) class seagoing tugboat built in 1943. On June 6, 1944, LT-5 sailed with the Allied invasion of

Normandy with two barges to develop Mulberry harbors in support of Operation Overlord. Under fire, the tug ferried supplies to the landing beaches for the next month, in the p r o c e s s s h o o t i n g d o w n a German fighter aircraft. She is currently undergoing restora-tion to her original configuration by the H. Lee White Marine Museum in Oswego, NY where she is currently on display.

National Science Foundation Ship Inspection Program

JMS has a long history of supporting the National Science Foundation (NSF)

in the management of the academic research vessel fleet. JMS has conducted hundreds of research vessels inspections since 1997 specifically for NSF to ensure that vessels in the Academic Research

Vessel Fleet are maintained in a high degree of operational readiness

a n d a b l e t o m e e t cur rent and emerging

o c e a n o g r a p h i c r e s e a r c h objectives. The multidisciplinary t e a m o f J M S e n g i n e e r s understands the importance of identifying the science mission requirements of the vessel and balancing them within their operational, regulatory, and budget constraints. The surveys ensure that the fleet serves the science community safely and that the research vessels in the academic fleet are capable of effectively conducting NSF-sponsored research cruises.The vessels in the Academic Research Fleet range in size,

endurance, and capabilities, enabling NSF and other federally and state-funded scientists to conduct marine science and education with a diverse fleet capable of operating in coastal and deep ocean waters. Some of the vessels also have specialized capabilities for Polar opera-tions and manned submersible support. The missions supported by these vessels range from water-quality monitoring in the Great Lakes to deep-ocean drilling for geophysical research to ice-capable research vessels operating in the Southern Ocean.

MARINE SURVEY & INSPECTION

R/V ENDEAVOR

RVIB NATHANIEL B PALMER

WWIINationalHistoricalLandmarkLT-5

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70 Essex Street · Mystic, CT 06355 · USA

860.536.0009 · www.JMSnet.com

The JMS inspection team surveys each vessel on a biennial basis pier-side and underway during a multi-day inspection. In addition to the ship itself, JMS reviews ship operations and shipboard scientific support equipment and provides NSF with reports that assist in the evaluation of vessel condition and in develop-ing funding objectives for maintaining the vessels and the scientific equipment in a high degree of operational readiness to meet oceanographic research objectives.

Duke University Marine Lab Research Vessel R/V SHEARWATER Delivered

Duke University Marine Lab’s new research vessel, R/V SHEARWATER, was launched in September 2019 at All American Marine in Bellingham, WA. Owner acceptance trials were completed and the vessel was delivered in October 2019 marking the beginning of its long journey – via heavy lift ship – to the East Coast.

JMS Naval Architects provided naval architecture and consulting services to Duke University Marine Lab (DUML) to assist them in acquiring the new 77-foot, high speed aluminum catamaran research vessel. JMS assisted DUML in the development of their science mission requirements and matched those requirements to the capabilities and specific oceanographic outfitting requirements that will enable the vessel to perform these science missions. Furthermore, JMS served as Owner’s Representative during the construction, outfitting, system tests and sea trials.

The 77’ x 26.5’ hydrofoil-assisted catamaran is powered by twin Tier III CAT C18 “D” ACERT engines, rated at 803 bhp/2100 rpm. Driven by twin fixed pitch propellers, the vessel can cruise at 24 knots. It can accommodate 12 crew and scientists overnight or up to 30 on day trips. The vessel was constructed and certified under USCG Subchapter “T ” regulations and maintains a designation as an Oceanographic Research Vessel. Principal oceanographic outfitting includes a stern A-Frame with a 3,000 lb. safe working load, a Toimil/ESI hydraulic knuckle boom crane, a pair of Hawboldt Model SPR – 1230/S CTD and hydrographic hydraulic winches, a rigid hull inflatable for marine mammal research and a suite of acoustic and meteorological sensors.

The vessel will be home ported at the Duke University Marine Lab in Beaufort, NC near the Outer Banks. Duke University Marine Lab is a m e m b e r o f t h e U n i v e r s i t y - N a t i o n a l Oceanographic Laboratory System (UNOLS) and previously operated the R/V CAPE HATTERAS until its retirement in 2013. The state-of-the-art research vessel will allow marine scientists from DUML and other institutions to conduct research along the Atlantic seaboard in a wide range of vital fields, including marine ecology and conservation, biological oceanography and renewable ocean energy development. The vessel will also serve as a classroom for undergraduate and graduate students on high-speed daytrips to stations in the Gulf Stream as well as shallow draft operations in and out of Oregon Inlet and Pamlico Sound. It is envisioned that the vessel will conduct research, educational outreach and semester-at-sea programs from environs in the Chesapeake Bay to the Florida Keys.

Luke Levasseur joined JMS in October 2018 as a Naval Architect. Luke graduated from SUNY Maritime in 2016 with his Bachelors of Engineering degree in Naval Architecture and a USCG 3rd Assistant Engineering License. Upon graduating, he spent two years working for General Dynamics Bath Iron Works. While working for BIW, Luke was a member of the Professional Development Program and the Hull Engineering group. His experience at BIW focused on both manufacturing and engineer-ing of DDG 51 and DDG 1000 class guided missile destroyers. In addition, he served on an engineering team to assess the damage to the USS JOHN S McCAIN and assist in developing repair plans following the Arleigh Burke-class destroyer’s collision off the coast of Singapore in 2017. Luke spent a significant amount of his time at BIW on the deck plates in areas such as

fabrication, structural assembly, outfitting, and test & trials. Since joining JMS, Luke has been involved in a variety of naval architecture and marine engineering projects including designing modifications to tugboats to accommodate new engines and gears , developing a concept and contract design of a tankship, performing stability and structural analyses, and many other exciting projects.

Eric Sturm joined JMS in June 2019 as a Naval Architect and Marine Engineer. Eric graduated from the University of Michigan Ann Arbor with a Bachelor’s degree in Naval Architecture and Marine Engineering in 2018 and a Master’s degree in Naval Architecture and Marine Engineering in 2019. In school, Eric was part of a student design team focused on hyper efficient vehicles. Prior to graduating, Eric interned at JMS Naval Architects, Bay Engineering, and NASA. Eric is very interested in ships, particu-larly sailing vessels, and participated in a sailing

school travelling between Tahiti and Australia. At JMS, Eric is supporting the contract design of the modification of the MAINE RESPONDER for the Sandy Hook Pilots Association as well as the addition of a crew transfer platform to McAllister’s crew boat GASPEE.

Zachary Azria graduated from SUNY Maritime College in 2017 with a Bachelor of Engineering in Naval Architecture. While studying at SUNY, he supported faculty projects and assisted with forensic engineering for the EL FARO and the LIBERTY PRIDE maritime accidents. He also interned with Viking Yacht Company conducting sea trials and designing helm stations. Upon graduation, Zach worked for the N.J. Department of Transportation

Office of Maritime Resources where he was responsible for vessel operations training. As a Naval Architect at Gryphon Technologies, he supported the repair of U.S. Navy Nimitz class carriers and guided missile destroyers by performing ship checks, shock calculations, finite element analyses, and producing numerous repair drawings. At JMS, Zach has been involved in a variety of naval architecture and marine engineering projects involving structural design and hydrodynamic analyses.

R/V SHEARWATER

WELCOME ABOARD!